CN109733461B - Redundant electronic steering system and control method for autonomous vehicle - Google Patents
Redundant electronic steering system and control method for autonomous vehicle Download PDFInfo
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- CN109733461B CN109733461B CN201810150109.1A CN201810150109A CN109733461B CN 109733461 B CN109733461 B CN 109733461B CN 201810150109 A CN201810150109 A CN 201810150109A CN 109733461 B CN109733461 B CN 109733461B
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Abstract
The invention discloses a redundant electronic steering system and a control method of an automatic driving vehicle, wherein the redundant electronic steering system comprises two electronic power-assisted steering units; each electronic power steering unit comprises a processor, a corner torque sensor and a motor, wherein the corner torque sensor and the motor are respectively connected with the processor; the corner torque sensor is used for outputting a torque signal and an angle signal; the processor is also used for calculating a total torque value K required to be output currently by the whole system according to the steering wheel angle signal, the torque signal and the angle signal which are expected currently, and calculating torque values required to be output by the electronic power steering units in which the processors are respectively arranged according to a distribution mechanism; the processor is also used for controlling the motor correspondingly connected with the torque value according to the torque value and controlling the vehicle to realize steering. The invention realizes the full redundancy of the electronic steering system and can meet the safety requirement of automatic driving.
Description
Technical Field
The invention belongs to the technical field of automobile electronic steering, and particularly relates to a redundant electronic steering system and a control method for an automatic driving vehicle.
Background
With the modern technology progress and the scientific and technological development, people have higher and higher requirements on vehicles, and intelligent control of the vehicles, such as unmanned vehicles, self-adaptive cruise, active safety of the vehicles, full-automatic parking and other functions, is required to be realized on the basis of meeting the traditional driving. The electric power steering control system is used as an important part in intelligent control and is used for intelligently changing the driving direction of the automobile, and the performance of the electric power steering control system directly influences the steering performance of the automobile, the control stability and the driving safety.
The existing electric power steering control system (EPS) is composed of a corner torque sensor, a vehicle speed sensor, a control unit processor, a power-assisted motor and the like. The basic working principle is as follows: the steering wheel torque signal and the vehicle speed signal measured by the steering angle torque sensor are sent to the processor of the control unit together, and are processed and calculated by the processor to determine the steering and power-assisted current of the power-assisted motor, so that the steering power-assisted control is completed. However, the conventional electric power steering control system is designed based on the steering of a driver to improve power assistance, the functional safety level of the conventional electric power steering control system can only reach KSIL-B, if each node is abnormal, the whole electric power steering control system fails, serious consequences can be brought to safe driving, and the functional safety requirement of automatic driving cannot be met.
For example, CN 2652762Y discloses an EPS with monitoring function, which CAN monitor an EPS signal acquisition circuit, a power steering motor and a driving circuit thereof, so as to respectively protect the monitored objects, enable the system to communicate with the outside through a CAN bus transceiver circuit, enable the system to have fault self-diagnosis capability, and send out a fault alarm in time to remind a driver of safety. However, once the system fails, the steering system can only be switched to a common non-power-assisted steering mode. The system is also designed for improving the power assistance based on the steering of the driver, so that the functional safety requirement of automatic driving cannot be met.
For example, CN 101308383B discloses an electric power steering control method and system, the system is based on the existing EPS control technology, and adopts a form of dual microprocessor processors, the main processor controls the power-assisted motor to work, the slave processor monitors the working state of the main processor, and when the main processor works abnormally, the slave processor deprives the main processor of the working right and controls the power-assisted motor to work normally instead, so as to form a redundant control mode. The electric power steering system with the redundancy control function can well improve the reliability of the electric power steering control system, and effectively improve the safety and the comfort of automobile driving. However, this system is redundant only for the processor, and cannot maintain the steering assist function even if a failure occurs in a sensor and/or a component of the electric power steering control system or a component of the electric motor. In addition, the system is still designed for improving the power assistance based on the steering of the driver, and the functional safety requirement of automatic driving cannot be met.
Therefore, there is a need for a redundant electronic steering system and control method for an autonomous vehicle.
Disclosure of Invention
The object of the present invention is to improve a redundant electronic steering system for autonomous vehicles to meet the safety requirements of autonomous driving.
It is another object of the present invention to provide a redundant electronic steering control method for an autonomous vehicle to meet the safety requirements of autonomous driving.
The invention provides a redundant electronic steering system of an automatic driving vehicle, comprising:
two electronic power steering units for controlling the steering of the vehicle;
each electronic power steering unit comprises a processor, and a corner torque sensor and a motor which are respectively connected with the processor;
the turning angle torque sensor is used for outputting a current steering wheel actual torque signal and an angle signal and sending the current steering wheel actual torque signal and the angle signal to a processor connected with the turning angle torque sensor;
the processor is used for acquiring a current expected steering wheel angle signal from an automobile bus;
the processor is also used for calculating a total torque value K required to be output currently by the whole system according to a current expected steering wheel angle signal and an angle signal obtained from an angle torque sensor, and calculating a torque value required to be output by each electronic power steering unit according to a distribution mechanism; the processor also controls a motor correspondingly connected with the torque value according to the torque value, and controls the vehicle to realize steering;
the allocation mechanism is as follows:
when the two electronic power-assisted steering units are normal, the two electronic power-assisted steering units work simultaneously, corresponding motors are controlled to work according to the torque values required to be output at present, the vehicles are controlled together to realize steering, and the torque values required to be output by the two electronic power-assisted steering units meet the following formula: a + b = K, and 0.3K is more than or equal to a and less than or equal to 0.7K, wherein a is a torque value required to be output by one of the electronic power steering units at present, and b is a torque value required to be output by the other electronic power steering unit at present;
when the processor, the rotation angle torque sensor or the motor in one of the electronic power steering units fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently.
Further, when both the electronic power steering units are normal, the a satisfies: a is more than or equal to 0.4K and less than or equal to 0.6K.
When both the two electronic power steering units are normal, the a satisfies: a =0.5K; namely, the two electronic power steering units respectively output 0.5K; when the two electronic power steering units are normal, one electronic power steering unit does not have the problem of excessive loss because the two electronic power steering units do work uniformly; when any node in one electronic power steering unit fails, the output of the other electronic power steering unit can be quickly increased from 0.5K to a target value K, and the response speed is higher compared with the situation that the output of the other electronic power steering unit is increased from 0 to the target value, so that the system can meet the safety requirement of automatic driving.
Further, still include:
the central controller is respectively connected with the two processors through an automobile bus;
the central controller is configured to: the device is used for calculating the current expected steering wheel angle signal and sending the signal to the automobile bus.
Further comprising:
the safety controller is respectively connected with the two processors through an automobile bus, and takes over the central controller when the central controller fails; the redundancy of the controllers is realized, and when the central controller is monitored to be failed, the system can also send the current expected steering wheel angle signal to the two processors through the safety controller so as to ensure the normal operation of the system.
The security controller is configured to: the device comprises a central controller, two processors and a controller, wherein the central controller is used for calculating a current expected steering wheel angle signal, when the central controller is monitored to be not invalid, the current expected steering wheel angle signal is not sent to the two processors, or an invalid label is added to the current expected steering wheel angle signal, and the current expected steering wheel angle signal with the invalid label is sent to the two processors; in addition, when the central controller is not invalid, the safety controller does not send out or send out the current expected steering wheel angle signal with an invalid label, so that only one path of the current expected steering wheel angle signal sent to the electronic power steering unit at the same time is ensured to be an effective signal.
Further, still include:
and the power supply module is used for respectively supplying power to the central controller and the two electronic steering units, and the power supply module is respectively and electrically connected with the central controller and the two electronic steering units.
The power module includes:
the main power supply is respectively and electrically connected with the central controller and one of the electronic power steering units;
the auxiliary power supply is respectively and electrically connected with the safety controller and the other electronic power steering unit;
according to the technical scheme, the redundancy of the power supplies is realized, and when one power supply fails, the other power supply can also ensure that one path of electronic power steering unit can work normally.
The central controller is connected with the two processors through a gateway and a first automobile bus; since the central controller needs to process data of other systems on the vehicle in addition to the data of the steering system, the central controller forwards the information about the steering system to both processors through the gateway.
The safety controller is connected with the two processors through a second automobile bus; the central controller is communicated with the two electronic power-assisted steering units through the first automobile bus, the safety controller is communicated with the two electronic power-assisted steering units through the second automobile bus, and when the first automobile bus fails, the second automobile bus can also ensure that the brake system can normally run, so that the safety and the reliability of automatic driving are improved.
The two processors are also connected through one or two communication lines, and exchange information through the communication lines, and the system is mainly used for mutual verification, monitoring and the like between the two processors; preferably, two communication lines are used, i.e. redundancy of the communication lines is achieved, the other communication line also ensuring proper operation of the system in case of failure of one of the communication lines.
The peak torque of each motor is 50% -100% of the maximum torque value B required by the vehicle (namely the torque required for turning the steering wheel to a limit corner when the vehicle is at a standstill and fully loaded), and when the vehicle is in a non-standstill state, even if one motor fails, the other motor can meet the steering requirement of the vehicle.
The peak torque of each motor is 50% of the maximum torque value B required by the vehicle; its advantage does: (1) When the whole brake system is normal, the added capacity of the two is B, so that the requirement of vehicle design can be met; (2) Tests prove that under the condition of single-point failure, even if the peak torque of the motor is set to be 0.5B, a single electronic power-assisted steering unit can meet the steering requirement, except the assistance required by the tail end of a static or ultra-low speed working condition, when a vehicle is static or ultra-low speed, the automatic driving state is a safe state, and therefore the peak torque of each motor is designed to be 0.5B, so that the safety of the system can be ensured; (3) The higher the peak torque value of the motor is, the higher the cost configuration is, and the peak torque of each motor is designed to be 0.5B, so that the safety and the reliability of a system can be ensured, and the lowest cost configuration is realized; (4) if the peak torque of the two motors is different, for example; one peak torque is 0.3B, the other peak torque is 0.7B, and when two motors need to simultaneously generate larger torque (such as 0.3B), the motor with the peak torque of 0.3B needs to run at full load; the motor with the peak torque of 0.7B outputs the torque of 0.3B easily, and the condition can cause the motor with the peak torque of 0.3B to be more easily failed; in addition, if the motor with the peak torque of 0.7B fails, the motor with the peak torque of 0.3B cannot output the torque of 0.6B, so that when a certain single point fails, the system cannot ensure that the automatic driving is switched to the basic power-assisted function of human driving.
When a processor in one of the electronic power steering units, or a corner torque sensor, or a motor fails, the other normal electronic power steering unit controls the corresponding motor to work according to the total torque value K which needs to be output currently by the whole system.
The invention relates to a redundant electronic steering control method of an automatic driving vehicle, which adopts the redundant electronic steering system of the automatic driving vehicle, and comprises the following steps:
in the automatic driving process, a processor acquires a current expected steering wheel angle signal from an automobile bus in real time; meanwhile, a torque signal and an angle signal are output by a corner torque sensor and are sent to a processor connected with the corner torque sensor;
when the two electronic power-assisted steering units are normal, the two electronic power-assisted steering units work simultaneously, and control corresponding motors to work according to the torque values required to be output at present, so that the control of vehicle steering is completed together;
when the processor, the rotation angle torque sensor or the motor in one of the electronic power steering units fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently.
When the two electronic power steering units are normal, the torque value output by each motor is 0.5K, when the two electronic power steering units are normal, each motor only outputs 0.5K, the two electronic power steering units uniformly apply work, and because the stress of the two electronic power steering units is equal, the service lives of the two electronic power steering units can be basically ensured to be equal, so that one part of the two electronic power steering units cannot be over-worn; when any point in one electronic power steering unit fails, the other electronic power steering unit can also ensure the driving safety of the vehicle.
When the processor, the rotation angle torque sensor or the motor in one of the electronic power steering units fails, the motor of the other normal electronic power steering unit outputs the torque K. When one of the electronic power steering units fails, the other normal electronic power steering unit can also ensure the normal operation of the system.
The invention has the beneficial effects that: when the two electronic power steering units are normal, the two electronic power steering units jointly control the vehicle to steer, and the peak torque of each motor does not need to reach the maximum torque required by the vehicle, so that the performance requirements on the motors can be properly reduced, and the vehicle cost can be reduced on the premise of meeting the automatic driving safety. In addition, when any one of the two processors, the two corner torque sensors and the two motors in the system fails, the other normally-operated electronic power steering unit can also independently control the vehicle to realize steering, so that the safety requirement of automatic driving can be met.
Drawings
FIG. 1 is a schematic block diagram of a first embodiment of the present invention;
FIG. 2 is a control flow diagram of two electric power steering units according to the present invention;
FIG. 3 is a schematic block diagram of a second embodiment of the present invention;
FIG. 4 is a schematic block diagram of a third embodiment of the present invention;
FIG. 5 is a control flow chart of the central controller and the safety controller according to the present invention;
FIG. 6 is a schematic block diagram of a fourth embodiment of the present invention;
FIG. 7 is a flow chart of the control of the master and slave power supplies of the present invention;
in the figure: 1. the system comprises a corner torque sensor, 2, a processor, 3, a motor, 4, a central controller, 5, a main power supply, 6, a first automobile bus, 7, a gateway, 8, a safety controller, 9, a slave power supply, 10, a second automobile bus, 11 and a communication line.
Detailed Description
First to fourth embodiments of a redundant electronic steering system for an autonomous vehicle according to the present invention will be described in detail below with reference to fig. 1 to 7.
Example one
As shown in fig. 1 and 2, the redundant electronic steering system for an autonomous vehicle according to the present invention includes two electronic power steering units; two electric power steering units are used to control the steering of the vehicle.
Each of the electronic power steering units (i.e., EPS) includes a processor 2, and a rotation angle torque sensor 1 and a motor 3 respectively connected to the processor 2.
The rotation angle torque sensor 1 is used for outputting a torque signal and an angle signal and sending the torque signal and the angle signal to a processor 2 connected with the rotation angle torque sensor. And a torque signal output by the corner torque sensor is fed back to the EPS, so that the EPS can reach an expected corner.
The processor 2 is used for obtaining a current expected steering wheel angle signal from a vehicle bus.
The processor 2 is further configured to calculate a total torque value K currently required to be output by the entire system according to the currently expected steering wheel angle signal, the torque signal and the angle signal, and calculate a torque value required to be output by each of the electronic power steering units according to a distribution mechanism.
The processor 2 is also used for controlling the motor 3 correspondingly connected with the torque value according to the torque value, and controlling the vehicle to realize steering.
The allocation mechanism is as follows:
when the two electronic power-assisted steering units are normal, the two electronic power-assisted steering units work simultaneously, and control the corresponding motors 3 to work according to the current torque values required to be output, so as to jointly control the vehicle to realize steering, wherein the torque values required to be output by the two electronic power-assisted steering units meet the following formula: a + b = K, and 0.3K is more than or equal to a and less than or equal to 0.7K, wherein a is a torque value required to be output by one of the electronic power steering units at present, and b is a torque value required to be output by the other electronic power steering unit at present.
The advantages of this allocation mechanism are:
(1) The EPS system (two electronic power steering units) and an upper controller are mutually isolated, the upper controller only sends out a total steering angle target to the EPS system, double processors in the EPS system negotiate with each other, torque task allocation based on the total corner target is realized, task division of the EPS system is not required to be considered in the upper controller stage, isolation of respective operation functions of the EPS system and the upper controller in the field of intelligent automobiles is realized, and when the upper controller or the EPS system needs to be respectively upgraded, seamless connection of the other system can be realized.
(2) In consideration of the driving safety of an intelligent automobile, redundancy of important EPS (electric power steering) must be realized, in the prior art, an electronic steering system is designed into a dual redundancy system, namely two sets of electronic steering power units, under a normal condition, only one set of electronic steering power unit is in a working state, and only after a default electronic steering unit fails, the other set of redundant electronic steering power unit is called. When the two electronic power steering units are normal, the redundant electronic steering system of the automatic driving vehicle disclosed by the invention controls the vehicle to realize steering by the two electronic power steering units together, so that the effective resource utilization of the redundant electronic power steering system can be realized.
(3) When the two electronic power steering units are normal, the redundant electronic steering system of the automatic driving vehicle controls the vehicle to realize steering by the two electronic power steering units together, and the peak torque of each motor does not need to reach the maximum torque required by the vehicle, so that the configuration requirement on the motor can be properly reduced, and the cost of the vehicle can be reduced on the premise of meeting the safety of automatic driving.
(4) When any node (such as the processor 2, the steering angle torque sensor or the motor 3) in one electronic power steering unit fails, the other electronic power steering unit can also ensure the driving safety under non-special working conditions.
As an example, when the two steering angle torque sensors 1, the two processors 2, and the two motors 3 are normal, if the distribution mechanism is that the electronic power steering unit X outputs 0.3K and the electronic power steering unit Y outputs 0.7K, the electronic power steering unit X outputs 0.3K of torque and the electronic power steering unit Y outputs 0.7K of torque.
As another example, when the two steering angle torque sensors 1, the two processors 2, and the two motors 3 are normal, if the distribution mechanism is that the electronic power steering unit X outputs 0.7K and the electronic power steering unit Y outputs 0.3K, the electronic power steering unit X outputs 0.7K of torque and the electronic power steering unit Y outputs 0.3K of torque.
As still another example, when the two steering angle torque sensors 1, the two processors 2, and the two motors 3 are normal, if the distribution mechanism is the average distribution of the two electronic power steering units, the electronic power steering unit X outputs a torque of 0.5K, and the electronic power steering unit Y outputs a torque of 0.5K.
The advantage of each motor 3 outputting 0.5K is that:
(1) When the two electronic power steering units are normal, each motor only outputs 0.5K, the two electronic power steering units uniformly do work, and the two electronic power steering units are stressed equally, so that the service lives of the two electronic power steering units can be basically ensured to be equal, and one part of the two electronic power steering units cannot be over-worn;
(2) When any point in one electronic power steering unit fails, the other electronic power steering unit can be quickly lifted to the target value K by 0.5K, and the response speed is higher compared with the situation that the electronic power steering unit is lifted to the target value K from 0, so that the system can ensure the driving safety of the vehicle.
When a processor in one electronic power steering unit or a steering angle torque sensor or a motor fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently.
As an example, when the processor in the electronic power steering unit Y fails, the electronic power steering unit X takes over the system and controls the vehicle alone to achieve steering.
As another example, when the steering angle torque sensor in the electronic power steering unit Y fails, the electronic power steering unit X takes over the system and controls the vehicle alone to achieve steering.
As another example, when the motor in the electronic power steering unit X fails, the electronic power steering unit Y takes over the system and controls the vehicle to steer alone.
In this embodiment, the power steering system further includes a power module, the power module supplies power to the two electronic power steering units, and the power module is electrically connected to the two electronic power steering units. In this embodiment, the power module only includes a main power supply 5, and the two electric power steering units are powered by the main power supply 5.
It follows that when a single point of failure occurs in any part of the ESP system, the entire system can still perform autonomous driving steering control.
The invention relates to a redundant electronic steering control method of an automatic driving vehicle, which adopts the redundant electronic steering system of the automatic driving vehicle and comprises the following steps:
in the automatic driving process, the two processors 2 respectively obtain the current expected steering wheel angle signals from the automobile bus in real time; meanwhile, a torque signal and an angle signal are output by the corner torque sensor 1 and are sent to a processor 2 connected with the corner torque sensor.
When the two electronic power steering units are normal, the two electronic power steering units work simultaneously, and control the corresponding motors 3 to work according to the torque values required to be output at present, so that the steering of the vehicle is controlled together.
As an example, when the two rotation angle torque sensors 1, the two processors 2, and the two motors 3 are normal, a is 0.5K, and b is 0.5K.
As another example, when the two rotational angle torque sensors 1, the two processors 2, and the two motors 3 are normal, a is 0.4K, and b is 0.6K.
As still another example, when the two rotational angle torque sensors 1, the two processors 2, and the two motors 3 are normal, a is 0.6K, and b is 0.4K.
When the processor, the rotation angle torque sensor or the motor in one of the electronic power steering units fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently. At the moment, the system can send out a prompt to remind a driver that the system is in failure and the driver needs to take over the automobile.
As an example, when the motor in the electronic power steering unit Y fails, the electronic power steering unit X takes over the system and controls the vehicle alone to achieve steering.
As another example, when the processor in the electronic power steering unit X fails, the electronic power steering unit Y takes over the system and controls the vehicle alone to achieve steering.
As another example, when the steering angle torque sensor in the electronic power steering unit X fails, the electronic power steering unit Y takes over the system to control the vehicle to achieve steering alone.
Example two
As shown in fig. 3, the redundant electronic steering system of an autonomous vehicle further includes a central controller 4 for calculating a current desired steering wheel angle signal and transmitting the current desired steering wheel angle signal to a vehicle bus. The central controller 4 (i.e., the upper level controller) is an on-board vehicle for computing and decision-making autopilot functions.
The central controller 4 is connected with the two processors 2 through a gateway 7 and a first automobile bus 6, the central controller 4 sends the calculated current expected steering wheel angle signal to the first automobile bus 6 through the gateway 7, and the two processors 2 respectively read the current expected steering wheel angle signal sent by the central controller 4 from the first automobile bus 6.
In this embodiment, the power module only includes a main power supply 5, and the central controller 4, the gateway 7 and the two electric power steering units are powered by the main power supply 5.
In this embodiment, the first vehicle bus 6 employs a common CAN. Of course, the first vehicle bus 6 may also use other buses on the vehicle to enable data interaction.
The invention relates to a redundant electronic steering control method of an automatic driving vehicle, which adopts the redundant electronic steering system of the automatic driving vehicle in the embodiment.
The rest is the same as the first embodiment.
EXAMPLE III
As shown in fig. 4 and 5, the redundant electronic steering system of the autonomous vehicle further includes a safety controller 8, and the safety controller 8 is connected with the two processors 2 through a second car bus 10. The safety controller controls the electric power steering unit in the same manner as the central controller controls the electric power steering unit.
The purpose of adding the safety controller 8 in this embodiment is to implement redundancy of the controllers, and the central controller 4 and the safety controller 8 will be checked against each other. When the central controller 4 is in a normal working state, the central controller 4 calculates and sends out a current expected steering wheel angle signal; when the central controller 4 fails, the safety controller takes over the central controller; at this time, the currently expected steering wheel angle signal number sent by the central controller 4 becomes an invalid signal, and the currently expected steering wheel angle signal sent by the safety controller becomes an effective signal; the design mode can ensure that only one path of currently expected steering wheel angle signals sent to the electronic power steering unit at the same time are effective signals.
As an example, as shown in fig. 5, the system starts to work, and when the central controller 4 does not fail, the system calculates the currently desired steering wheel angle signal by the central controller 4 and sends the signal to the two electric power steering units in two paths. At this time, the safety controller 8 also calculates the currently desired steering wheel angle signal, but does not issue it.
As a further example, as shown in fig. 5, the system starts to operate, and when the central controller 4 fails, the currently desired steering wheel angle signal from the central controller 4 becomes an invalid signal, and the currently desired steering wheel angle signal is sent to the two processors 2 by the safety controller 8. Meanwhile, the system can also send out a prompt to remind a driver that the system has a fault and the driver needs to take over the vehicle.
In this embodiment, the second vehicle bus 10 is a private CAN, but may be other buses.
In this embodiment, the power module only includes a main power supply 5, and the central controller 4, the gateway 7, the safety controller 8 and the two electric power steering units are powered by the main power supply 5.
The invention relates to a redundant electronic steering control method of an automatic driving vehicle, which adopts the redundant electronic steering system of the automatic driving vehicle in the embodiment.
The rest is the same as in the example.
Example four
As shown in fig. 6 and 7, in the redundant electric steering system of the autonomous vehicle, the power supply module includes a master power supply 5 and a slave power supply 9; the main power supply 5 is respectively electrically connected with the central controller 4, the gateway 7 and one of the electronic power steering units (such as the electronic power steering unit X), and the main power supply 5 supplies power to the central controller 4, the gateway 7 and the electronic power steering unit X); the slave power supply 9 is respectively electrically connected with the safety controller 8 and another electronic power steering unit (such as an electronic power steering unit Y), and the slave power supply 9 supplies power to the safety controller 8 and the electronic power steering unit Y; to achieve redundancy of the power supply.
As an example, as shown in fig. 7, when the system detects that the main power supply 5 is out of order, the central controller 4, the gateway 7 and the electric power steering unit X are powered off, i.e. cannot work normally. However, since the safety controller 8 and the electric power steering unit Y are supplied with power from the power supply 9, the electric power steering unit Y can still work normally to ensure that the system can still operate normally. When the system monitors that the main power supply 5 has a fault, the system also sends out an alarm prompt to remind a driver that the system has a fault and the driver needs to take over the vehicle.
As another example, the system starts to operate when the slave power supply 9 fails, at which time the safety controller 8 and the electric power steering unit Y are powered off, i.e., cannot operate normally. However, as the central controller 4, the gateway 7 and the electronic power steering unit X are powered by the main power supply 5, the electronic power steering unit X can still work normally at this time, so as to ensure that the system can still operate normally. When the power supply 9 fails, the system also gives a prompt to remind the driver of the failure of the system and inform the driver to take over the vehicle.
The invention relates to a redundant electronic steering control method of an automatic driving vehicle, which adopts the redundant electronic steering system of the automatic driving vehicle in the embodiment.
The rest is the same as in the example.
In the first to fourth embodiments, the two processors 2 are further connected by one or two communication lines 11, and the two processors 2 exchange information through the communication lines 11, and are mainly used for mutual verification of calculation results between the two processors 2 and fault monitoring. Preferably, two communication lines 11 are used, that is, redundancy of the communication lines is realized, and when one of the communication lines fails, the other communication line can ensure normal operation of the system.
In the first to fourth embodiments, the peak torque of each motor 3 is 50% to 100%, preferably 50%, of the maximum torque B required by the vehicle (i.e., the torque required to turn the steering wheel to the limit steering angle when the vehicle is at a standstill and fully loaded), and even if one of the electric power steering units fails to work, the other electric power steering unit can meet the steering requirement of the vehicle when the vehicle is not at standstill.
Preferably, the peak torque of each motor is 50% of the maximum torque value B required by the vehicle; the advantages are as follows: (1) When the whole brake system is normal, the added capacity of the two is B, so that the requirement of vehicle design can be met; (2) Tests prove that under the condition of single-point failure, even if the peak torque of the motor is set to be 0.5B, a single electronic power steering unit can meet the steering requirement, except the assistance required by the tail end of a static or ultra-low speed working condition, when a vehicle is static or ultra-low speed, the automatic driving state belongs to a safe state, and therefore the safety of the system can be ensured by designing the peak torque of each motor to be 0.5B; (3) The higher the peak torque value of the motor is, the higher the cost configuration is, and the peak torque of each motor is designed to be 0.5B, so that the safety and the reliability of a system can be ensured, and the lowest cost configuration is realized; (4) if the peak torques of the two motors are not the same, for example; one peak torque is 0.3B, the other peak torque is 0.7B, and when two motors need to simultaneously generate larger torque (such as 0.3B), the motor with the peak torque of 0.3B needs to run at full load; the motor with the peak torque of 0.7B outputs the torque of 0.3B easily, and the condition can cause the motor with the peak torque of 0.3B to be more easily failed; in addition, if the motor with the peak torque of 0.7B fails, the motor with the peak torque of 0.3B cannot output the torque of 0.6B, so that when a certain single point fails, the system cannot ensure that the automatic driving is switched to the basic power-assisted function of human driving.
Claims (16)
1. A redundant electronic steering system for an autonomous vehicle, comprising:
two electronic power steering units for controlling the steering of the vehicle;
each electronic power steering unit comprises a processor (2), and a corner torque sensor (1) and a motor (3) which are respectively connected with the processor (2);
the steering angle torque sensor (1) is used for outputting a current steering wheel actual torque signal and an angle signal and sending the current steering wheel actual torque signal and the angle signal to the processor (2) connected with the steering wheel actual torque signal and the angle signal;
the processor (2) is used for acquiring a current expected steering wheel angle signal from an automobile bus;
the processor (2) is also used for calculating the total torque value required to be output currently by the whole system according to the steering wheel angle signal expected currently and the angle signal obtained from the steering angle torque sensor, and calculating the torque value required to be output by the electronic power steering unit in which the processor is located according to a distribution mechanism; the processor (2) also controls a motor (3) correspondingly connected with the torque value according to the torque value, and controls the vehicle to realize steering;
the allocation mechanism is as follows:
when the two electronic power-assisted steering units are normal, the two electronic power-assisted steering units work simultaneously, and control the corresponding motors (3) to work according to the torque values required to be output respectively at present, so as to jointly control the vehicle to realize steering, and the torque values required to be output by the two electronic power-assisted steering units meet the following formula: a + b = K, and 0.3K is more than or equal to a and less than or equal to 0.7K, a is a torque value which is required to be output by one of the electronic power steering units currently, b is a torque value which is required to be output by the other electronic power steering unit currently, and K is a total torque value which is required to be output by the whole system currently;
when the processor (2) in one of the electronic power steering units, or the steering angle torque sensor (1), or the motor (3) fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently.
2. Redundant electronic steering system for autonomous vehicles according to claim 1, characterized in that: when both the two electronic power steering units are normal, the a satisfies: a is more than or equal to 0.4K and less than or equal to 0.6K.
3. The redundant electronic steering system for autonomous vehicles according to claim 2, wherein: when both the two electronic power steering units are normal, the a satisfies: a =0.5K.
4. A redundant electronic steering system for an autonomous vehicle according to any of claims 1 to 3, characterized in that: further comprising:
the central controller (4), the central controller (4) is connected with two processors (2) through the bus of the car respectively;
the central controller (4) is configured to: the device is used for calculating the current expected steering wheel angle signal and sending the signal to the automobile bus.
5. The redundant electronic steering system of an autonomous vehicle of claim 4, further comprising:
and the safety controller (8), the safety controller (8) is respectively connected with the two processors (2), and when the central controller (4) fails, the safety controller (8) takes over the central controller (4).
6. Redundant electronic steering system of an autonomous vehicle according to claim 5, characterized in that the safety controller (8) is configured to: the device is used for calculating the current expected steering wheel angle signal, when the central controller (4) is monitored not to be out of work, the current expected steering wheel angle signal is not sent to the two processors (2), or an invalid label is added to the current expected steering wheel angle signal, and the current expected steering wheel angle signal with the invalid label is sent to the two processors (2); when the failure of the central controller (4) is monitored, the safety controller (8) directly sends the calculated current expected steering wheel angle signal to the two processors (2).
7. The redundant electronic steering system of an autonomous vehicle of claim 6, further comprising:
and the power supply module is used for supplying power to the central controller (4) and the two electronic steering units respectively, and is electrically connected with the central controller (4) and the two electronic steering units respectively.
8. Redundant electronic steering system for autonomous vehicles according to claim 7, characterized in that: the power supply module comprises a main power supply (5) and a slave power supply (9);
the main power supply (5) is respectively and electrically connected with the central controller (4) and one of the electronic power steering units;
the slave power supply (9) is electrically connected with the safety controller (8) and the other electric power steering unit respectively.
9. Redundant electronic steering system of an autonomous vehicle according to claim 5 or 6, characterized in that: the central controller (4) is connected with the two processors (2) through a gateway (7) and a first automobile bus (6);
the safety controller (8) is connected with the two processors (2) through a second automobile bus (10).
10. A redundant electronic steering system for an autonomous vehicle according to claim 1 or 2 or 3 or 5 or 6 or 7 or 8, characterized in that: the two processors (2) are also connected through one or two communication lines (11).
11. A redundant electronic steering system for an autonomous vehicle according to claim 1 or 2 or 3 or 5 or 6 or 7 or 8, characterized in that: the peak torque of each motor (3) is 50-100% of the maximum torque value required by the vehicle.
12. A redundant electronic steering system for an autonomous vehicle according to claim 1 or 2 or 3 or 5 or 6 or 7 or 8, characterized in that: the peak torque of each motor (3) is 50% of the maximum torque required by the vehicle.
13. A redundant electronic steering system for an autonomous vehicle according to claim 1 or 2 or 3 or 5 or 6 or 7 or 8, characterized in that: when the processor (2) or the rotation angle torque sensor (1) or the motor (3) in one of the electronic power steering units fails, the other normal electronic power steering unit controls the corresponding motor (3) to work according to the total torque value which needs to be output currently by the whole system.
14. A redundant electronic steering control method for an autonomous vehicle, characterized in that the redundant electronic steering system for an autonomous vehicle according to any one of claims 1 to 13 is used, and the method comprises the steps of:
in the automatic driving process, the processor (2) acquires a current expected steering wheel angle signal from an automobile bus in real time; meanwhile, a torque signal and an angle signal are output by a corner torque sensor (1) and are sent to a processor (2) connected with the corner torque sensor;
when the two electronic power-assisted steering units are normal, the two electronic power-assisted steering units work simultaneously, and control the corresponding motors (3) to work according to the torque values required to be output at present, so that the control of vehicle steering is completed together;
when the processor (2) in one of the electronic power steering units, or the steering angle torque sensor (1), or the motor (3) fails, the other normal electronic power steering unit takes over the system and controls the vehicle to realize steering independently.
15. The redundant electronic steering control method of an autonomous vehicle according to claim 14, characterized in that: when the two electronic power steering units are normal, the torque value output by each motor (3) is 0.5K.
16. The redundant electronic steering control method of an autonomous vehicle according to claim 15, characterized in that: when the processor (2) or the rotation angle torque sensor (1) or the motor (3) in one of the electronic power steering units fails, the motor (3) of the other normal electronic power steering unit outputs a torque value K.
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| WO2021007727A1 (en) * | 2019-07-12 | 2021-01-21 | 华为技术有限公司 | Vehicle-mounted computing device in smart automobile, and smart automobile |
| CN110712677B (en) * | 2019-11-29 | 2024-02-27 | 吉林大学 | Redundant electric power steering system of automatic driving vehicle and control method thereof |
| CN113460152B (en) * | 2020-03-31 | 2023-03-03 | 华为技术有限公司 | Electric power steering device and control method thereof |
| CN111361634B (en) * | 2020-04-02 | 2023-07-04 | 株洲易力达机电有限公司 | Electric power steering system |
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| CN114620117A (en) * | 2020-12-11 | 2022-06-14 | 上海海拉电子有限公司 | Electronic controller for electric power steering control system and working method thereof |
| CN112722075B (en) * | 2021-01-29 | 2022-09-06 | 重庆长安汽车股份有限公司 | Method for taking over steering wheel of intelligent driving |
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| CN115214765A (en) * | 2022-01-04 | 2022-10-21 | 广州汽车集团股份有限公司 | Redundant power-assisted steering system and vehicle |
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